Drifting valve and control mechanism



March 6, 1926. 1,661,806

R. P. LOUGHLIN DRIFTING VALVE AND CONTROL MECHANISM Filed Feb. 5, 1925 2 Sheets-Sheet 1 III INVENTOR RAYMOND PLGUGf/Al/V ///.s ATTORNEY March 6, 1928.

R. P. LOUGHLIN DRIFTING VALVE AND CONTROL MECHANISM Filed Feb. 5. 1925 2 Sheets-Sheet 2 INVENTOR RAYMOND Low/aw vrvlvvrvrv Patented Mar. 6, 1928.

'PATE QFFICE.

RAYMOND LOUGI-{LIN, OF BROOKLYN, NEW YORK.

DRIFTING VALVE AND CONTROL MECHANISM.

Application filed. February 5,- 1925. Serial No. 7,185.-

My invention relates to a drifting valve and control mechanism and more particularly to a steam locomotive drifting valve and its novelty consists in the adaptation and arrangement of parts as will be more fully hereinafter pointed out.

The use of superheated steam in locomotives necessitates 'trequent overhauling of the cylinders and valve chestsin order to remove the deposits of carbon which have accumulated in the steam ports and upon the valves and pistons. The carbon, which is hard and ditticult to remove is the result of the carbonization ot the cylinder lubricating oil when the locomotive is coasting or drifting at which time air is drawn into the cylinders thru the relief valves or thru the exhaust passageway and smoke box. This air striking the films of oil which are at the high temperature of the .superheat causes them to disintegrate leaving a hard dense deposit of carbon which in a comparatively short time chokes up the ports and passageways and reduces the clearances to such an extent that satisfactory operation is impossible. lvloreover, cinders from the smoke box or bits of the carbon will cause scoring of the rings and seats'with consequent leakage and poor performance. Also, if steam is not supplied in some amount to the main cylinders under all running conditions, the lubrication of the cylinders is seriously impaired with the resultant danger of over heating and scoring of the cylinders; 5 To overcome these troubles various devices have been used to admit saturated steam from the boiler to some portion of the cylinders or valve chests while the locomotive is drifting, but such devices are complicated and sometimes freeze up in cold Weather. My device overcomes all of these difiiculties in a simple, efiicient and economical manner.

Referring to the accompanying drawings 45 Figure 1 is an end elevation of the device as installed upon a locomotive. 1 Figure 2 is aside elevation ot the device as installed upon a locomotive. Figure 3 is a plan of a portion of the steam line leadingfrom the be main valve, parts being broken away for convenience. Figure t is a vertical section of the control valve on the line 4 t of Figure 1. Figure 5 is an end elevationof the control valve with a vertical section on the line 5 5 of Figure 4c. Figure 6 is a horizontal section of the control valve on the line 6-=6 of Figure 1; Figures 7 and 8, the same as Figure l show invertical section ditlerent positions of the inner parts of the control valve under different conditions. Figure 9 is a horizontal section of the con trol valve on the line 99 of Figure 4:. Figure 10 is a horizontal section of the control alve on line 10- 10 of Figure 4:. Figure 11 is a detail of certaincontrol parts of the control valve showing their relation undcr certain conditions. -Figure.12 is a vertical section ot the main valve on the line 12l2 of Figure 1. Figure 13 is a horizontal section of part of the main valve onthe line 13 V13 of Figure 12.

In the drawings it will be seen from F igures 1 and that my device consists oftwo major parts, an air operated steam valve 21, hereinafter called the primary or main valve, for admitting saturatedsteam to the steam chests 22 thru pipes 23 and 2 1 and a steam operated air valve 25, hereinafter called the secondary or control valve, for controlling the opening and closing of the main valve 21. As the locomotive is operated the main valve 21 must be closed when the throttle'is open and also when the locomotive is standing. It must be open when the locomotive is drifting. The control valve 25 accomplishes this by admitting compressed air to a line 26thereby opening the main valve 21, or exhausting line 26, thereby closing the main valve 21. The main valve 21 is mountedon top of the boiler 28 and receives saturated steam from the steam dome 29 thru a pipe 30. A pipe 27 conducts the saturated steamtrom the main valve 21 to lines 23 and 24;. Figure 3 shows how lines 23 and 24 branch'trom pipe 27. The control valve 25 is mounted on the smoke box 31 and receives its supply of coi'npressed air thru a line 32 leading from the main airreservoir 33. The lower portion of the control valve 25 is connected to the main steam supply pipe 34 by means of a pipe A stop cook 36 is placed in line 32 for the purpose of cutting out the drifting device when undergoing repairs.

As shown in Figure 4., the control valve 25 consists of a body 37 and a detachable valve chest 38. In the lower portion of the body 37 a piston 39 having packing rings 40 is slidably fitted. A cap 41 held by a nut 42 closes the lower end of the body 37 forming a chamber 43 which communicates with the supply pipe 34 thru a passage 44cconnecting g 1,eo1,ebo

with pipe 35 which is attached to cap 41 by means of a nut 45.

In the upper portion of the piston 39 is driven a pin 46 which serves as a pivot for a pawl 47. This pawl 4:7 projects somewhat above the top of the piston which is out out to receive the body of the pawl. A flat leaf spring 48 serves to press the pawl 47 down against the piston 39. Rigidly fastened to the piston 39 is a rod 49 having a shoulder 50 at the upper end adapted to engage a collar 51 on the upward piston stroke. This collar 51is slidably litted in the upper portion of the body 37 and when the locomo-' tive is standin is held seated on an inwardly projecting iiange 52 of the body 37 by a spring 53 compressed by an adjustable nut 54 which is locked by a nut 55. Rod 49 is free to slide thru the collar 51 until shoulder 50 strikes it. Any further upward movement of the piston will then compress the spring 53. A compression spring 56, lighter than spring 53 acts upwardly on the collar 51 and downwardly on the piston 39. The spring 48 is inserted between spring 56 and the piston 39 and is held in place by the downward pressure of said spring. Figure 10 shows more clearly the shape of spring 48 and its relation to adjacent parts. This spring 48 is circular with a central opening thru which the rod 49 can pass and has a slot 48 (Figure 10) which makes it more flexible. Referring to Figure 7, the piston 39 has a surface 39 which seats on a shoulder 37 of the body 37 when the piston 39 is at the topmost position thereby limiting the travel of the piston 39 and preventing the escape of any steamvthat may get by the packing rings 40 when the locomotive is running. The piston 39 also has a flat portion 39" (Figure 10) just below the pawl 47-7 to afford clearance for a latch which is slidably titted in a slot 37 in the wall of the body 37.

Slidably fitted in the control valve body 37 above the piston 39 is a sleeve 57 under the continual downward pressure of a spring 58 which seats on an inwardly projecting flange 59 ofthe body 37. The upper surface of the piston 39 is adapted to engage the sleeve 57 and push it up *ard, and the lower surface of the sleeve 57 is counterbored and slotted to afford clearance for the spring 18 and the pawl 47. The lower surface of the sleeve 57 is adapted to be engaged by the latch 60. Referring to Figure 11 it will be observed that the latch 60 has a cam surface 60 which can be engaged by a cam surface 4:7 of the pawl 47 on the upward movement of the piston 39, thereby making the latch 60 release the sleeve 57. To insure disengagement the corner of the latch tooth 60 is rounded off so that when the latch 60 is thrown sufiiciently far out, the corner 57 of the sleeve 57 will ride down on face 60 and The latch 60 is pressed against the sleeve 57 by means of a leaf spring til which 'l'astened to the lever 62 by suitable means. The

lever 62 has an opening 62, for clearing the rod 49 and the spring :76, and the end which PIOJCL'lS into the valve chest 98 is lorkcd so as to engage the neck of a valve stem (55,

as may be more clearly observed in l igurc 9. y

The upper end of this stem slides in a cu p it; screwed into the valve chest tit-l. To the lower end of the stem (35 is fastened a leather cup 67 by means of a washer (i9 and nuts (39.

The leather cup tits slidably in a cap 70 hav-u ing avcnt 71 to relieve any accunnilatiou of pressure in the cap 7 (l which is screwed into the valve chest 38. The valve stem 35 has an exhaust disk 72 and an inlet disk 79 tastened by the same nuts that fasten the leather cup 67 and washer 68. The disks 7i and 73 fit on suitable seats in the valve chest 38. The valve chest 38 has an exhaust chamber 74 which opens to the atmosphere thru port 75, a valve chamber 76 into which line 26 opens and a supply chamber 77 which communicates with the air reservoir 33 hru line 32.

The arrangement of the disks 72 and 7 on the stem 65 and the location of the chain-- hers 74, 76 and 77 in the chest 138 is such as to constitute a three way poppet valve. 11 will be observed then that in the position as shown in Figure 1 the air pres-lire in ("harm ber 77 will keep disk '73 on its seat and any air pressure in line 2t or chamber 76 will be exhausted to the atmosphere thru chamber 74 and port by valve disk 72. if the stem be moved in the opposite direction as shown in Fi 'urc 7 so as to seat. disk 72 then chamber7ti and line 26 will fill with conipre svd air admitted by disk 73 from chamber 77. The diameter of the exhaust disk 72 about equal to the diameter of the inlet disk 73 and the leather cup 67 serves to partially balance one or the other disks when the valve is open or shut. The diameter of the cup 67 is slightly less than that of the disks 7: and 73 for the purpose of keeping disk 7:3 on its seat when closed. 'lherefm-e in order to seat th exhaust disk 72 and keep it seated, force must be applied in the opposite direction from a source outside the valve chest 98.

The main valve 21 as shown in Figure 12 consists of a body 78 having a chamber 79 separated from a chamber 89 by a wall 81. Chamber 79 communicates with the steam Fifi tau

fifl

dome 29 through pipe 30. Chamber 80 communicates with the steam chests 22 by means of line 27. A poppet valve 82 extends thru an opening in wall 81 and rests on a suitable seat machined in said v wall. The lower end ofthe poppet valve 82 has a packing ring 83 and fits slidably in the lower portion of the valve body 78. Thru the middle of the poppet valve 82 runs an opening in which slides a smaller poppet valve 84 the headot which is held on a suitable seat in the disk of the larger poppet valve 82 by means of a spring 85. The stem of the smaller poppet valve 84 has flutes 84 shown more clearly in Figure 13, which when the smaller poppet valve 84 is raised from its seat places chamber 79 in communication with the space 96 beneath the larger poppet valve 82. The upper end of the smaller poppet 84 is guided by a cap 86 which is screwed into the main valve body 78. The lower portion of the body 78 contains a chamber 87 in which fits slidably a plunger 88 to which is attached a leather cup 89 and a washer 90 by means of a nut 91. This chamber 87 is closed by a cap 92 and is divided into two portions by the leather cup 89, the lower of which communicates with chamber 76 in the control valve thru line 26. The upper portion of the chamber 87 is vented to the atmosphere thru port93 for the purpose of relieving any accumulation of pressure in that portion. A wall 94 separates chamber 87 from chamber 80. In this wall slides a tappet. 95, the

-. head of which is adapted to strike the lower end of the smaller poppet 84 andlit't it from its seat, when a surface 88 on the plunger 88 strikes the lower end of the tappet 95. The wall 94 has a seat 94 against which surface 88 strikes which limits the upward motion of the plunger 88. Between the lower end of the larger poppet 82 and the wall 94 is a chamber 96 which communicates with chamber 80 thru a small port 97 for the purpose of draining the chamber 96.

hen the lower portion of chamber 87 is empty poppet 82 is held on its seat by the pressure of the steam in chamber 79. lVhen compressed air is admitted to the lower portion of chamber 87, plunger 88 moves upward striking tappet 95 which in turn strikes poppet 84 lifting it from its seat and causing chamber 96 to till with steam. Poppet 82 is then nearly balanced and any further motion of the plunger will cause the tappetto strike poppet 82 lifting it from its seat thereby permitting steam to flow into chamber 80 and thence into the steam chests 22. ll/hen the lower portion of chamber 87 is exhausted, plunger 88 being then unbalanced will move downward allowing both poppets 84 and 82 to seat, thereby shutting off the supply of steam to chamber 80 and the steam chests 22. Any condensation in chamber 96 will be forced out thru port 97 and any leakage pasttappet 95 will escape thru port93. The construction and operation of the main valve 21 is similar to a balanced whistle valve well known to those skilled in the art and need not be further dwelt upon.

lows: N hen the locomotive is, standing the throttle is closed, there will be no steam in the supply pipe 34 and the various parts of the control valve 25 will be in the position shown in Figure 8. The piston will be at its lowest position and the sleeve 57 will be pressed upon it by spring 58. Lever 62 and valve stem 65 will be in their uppermost position because of the air pressure upon the unbalanced portion of the inlet disk 73. Line 26 will be open to the atmosphere because the exhaust disk 72 is off its seat and the main valve 21 will therefore be closed.

lVhen the throttleis opened steam enters .j

ward so that by the time the pistonstrikes shouldcr'37 the springs 53, 56 and 58 will all be compressed. N 0 change will take place inthe position of lever 62 or valve stem 65. and the main valve 21 will remain closed. Latch however, under the influence of spring 64 will slip under the lower edge of the sleeve 57 and the various parts of the control valve 25 will be in the position shown in Figure 4. The pawl 47 will not prevent this movement of the latch 60 since the sleeve is. recessed to accommodate that portion of the pawl 47 above the top of the piston 39. i

- l/Vhen the throttle is closed and the loco-- motive begins to drift the steam in; chamber 43 exhausts to the supplypipe34 and thence to the stack in the usual manner. Piston 39 moves downward under the influence of spring 53 as the steam exhausts. Sleeve 57 moves downward under the i11- fluence of spring 58 carrying the latch 60 with it. Lever 62 to which the latch 60 is pivoted goes down with the latch 60 until theexhaust disk 72 on valve stem strikes its Feat. The latch 60 and lever 62 can then move no further downward but thepiston 39 continues to move downward under the influence of spring 53, pawl 47 rotating on pin 46 as it rides onthe tooth 60Tot the latch 60 in the well known manner common the piston 39 reaches the bottom ofits stroke the parts of the controlvalve 25 will be in v y .70 The operation of my device is as folthe position shown in Figure 7. The 9 spring 58 must be strong enough when in this position to hold the exhaust disk 72 firmly on its seat against the air pressure, acting on the unbalanced portion of said disk. The inlet disk 73 will now be open and compressed air will flow from line 32 to line 26 opening the main valve 21 and thereby causing saturated steam to flow to the steam chests 22. The size of the pipes in lines 23 and Eat should be such as to cause considerable wire drawing of the steam so that the amount of steam passing thru them will not be great enough to operate the locomotive independently of the main throttle;

When the brakes are applied and the locomotive gradually comes to a stop the pumping action of the main engines gradually diminishes and the pressure in the steam chest 2:2 and supply pipe 34: gradually builds up until the force of the steam on piston 39 is suflicient to overcome spring 56 and make said piston rise. hen the piston has risen to a position in which pawl &7 is about to engage latch (30, as shown in Figure 11, shoulder 50 on rod 49 strikes collar 51. The piston is then restrained until the steam pressure is great enough to overcome the additional load due to spring 53. When this occurrs due to the gradually increasing pressure in the steam chest pawl 47 is slowly raised higherby the piston 39 until it strikes surface 60 and throws latch 60 outof engagement with sleeve 57. The load of spring 58 on sleeve 57 is thereby suddenly transferred to the piston 39 which is forced downward. The transfer of this load leaves the valve stem unbalanced and it moves upward under the influence of the compressed air on disk 72. Disk 73 will seat cutting off the supply of compre sed air and line 26 will exhaust thru port 75, allowing the main valve 21 to close and shut oil the supply of saturated steam to the steam chests. Any steam pressure then remaining in the steam chests will be exhausted during the last few strokes of the pistons of the main engines and when the locomotive comes to a stop the various parts of the control valve will be in the position shown in Figure 8 The pressure at which it is desirable to trip the latch 60 depends upon the setting of the superheater damper control and usually ranges from 20 to 30 lbs. per square inch,but in no use should it exceed the pressure necessary to open the damper which should always be closed when no steam is passing thru the superheater in order to avoid damage to the superheater tubes.

Should the throttle be opened again while drifting and before the pressure has built up in the manner justdeseribed, piston 39 will rise to its extreme position and the various parts of the control valve will be in the position shown in Figure 4.

While I have shown and described various ways and forms in which my invention may be carried out, I wish it to be understood that I am not limited thereto but that my invention may be embodied in numerous modifications without any departure from the spirit and scope thereof.

I claim:

1. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive. valve means [or controlling said auxiliary supply of steam, a resilient element, means actuated by the opening of the throttle of the locomotive {or increasing the potential energy of said resilient clement, means actuated by the closing of the throttle of the locomotive for releasing potential energy from said resilient clement, interruptable detaining means connecting said valve means and said resilient clement whereby the opening of said valve means is effected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated by the stopping of the locomotive for interrupting said detaining means.

2. In combination with a steam reciproeating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, means actuated by the opening of the throttle of the locomotive for increasing the potential energy of said resilient element, means actuated by the closing of the throttle of the locomotive for releasing potential energy from said resilient element, interruptable detaining means connecting said valve means and said resilient elementwhereby the opening of said valve means is eiiccted by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means.

3. In combination with a steam rcciproeating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, means actuated by the opening of the throttle of the locomotive for increasing the potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, interruptable detaining means connecting said valve means and said resilient element whereby the opening of said valve means is effected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means.

4:. In combination with a steam recipro cating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, means actuated by variation of the locomotive steam chest pressure for increasing the potential energy of said resilient ele-' ment, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, interruptable' detaining means connecting said valve means and said resilient element whereby the opening of said valve means is effected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated byvvariation of the locomotive steam chest pressure for interrupting said detaining means.

5. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler oi' the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, said conveying means comprising a pipe line from the steam dome of the locomotive to the valve means and a pipe line from the valve means to each steam chest of the locomotive, a resilient'element, means actuated by variation of the locomotive steam chest pressure for increasingthe potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, interruptable detaining means connecting said valve means and said resilient element whereby the opening of said valve means is effected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated by vari ation of the locomotive steam chest pressure for interrupting said detaining means.

6. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines'of the locomotive, primary valve means, for controlling said auxiliary supply of steam, said valve means being adapted for air operation, a. resilient element, means actuated by variation of the locomotive steam chest pressure for increasing the potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, an air supply to said primary valve means, secondary valve means forcontrolling said air supply, intcrruptable detaining means connecting said secondary valve means and said resilient element whereby the opening of the primary valve means is effected by the release of potential energy from said resilient element and whereby the closing of the primary valve variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, an air supply to said primary valve means, athree way valve for controlling said air supply, interruptable detaining means connecting said three way valve and said resilient element whereby the opening of the primary valve means is effected by the release of potential energy from said resilient elementand whereby the closing of the primary valve means'is effected by interrupting said connecting means, and means actuated by variation of the locomotive steam chest pressure for in terrupting said detaining means;

8. In combination with a steam recipro cating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the 10- comotive, primary valve means for controlling said auxiliary supply of steam, said valve means being adapted for air operation,

a resilient element, means actuated by variation of the locomotive steam chest pressure for increasing the potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, an air supply to said primary valve means, a three way poppet valve for controlling said air supply, interruptable detaining means connecting said poppet valve and said resilient element whereby the til) opening of the primary valve means is effected by the release of potential energy from said resilient element and whereby the closing of the primary valve meansis effected by interrupting said detaining means,

and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means.

9. In combination with a steam reciproeating locomotive, means for conveying an auxiliary supply of steam i i-om the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, a plunger subject to upward steam chest pressure of said locomotive and continual downward resilient means, said plunger being adapted to increase the po' tential energy of said resilient element when said steam chest pressure increases and adapted to release potential energy from said resilient element when said steam chest pressure decreases, interru 'itable detaining means connecting said valve means and said resilient clement whereby the opening of said val e means is eiiected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means.

10. In combination with a steamreciproeating locomotive, means for conveying an auxiliary supply of steam'from the boiler ofthe locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, a plunger subject to upward steam chest pressure ofsaid locomotive and continual downward resilient means, said plunger being ada )ted to increase the potential energyof said resilient element when said steam chest pressure increases and adapted to release potential energy from said resilient element when said steam chest pressure decreases, interruptable detaining means connecting said valve means and said resilient element whereby the opening of said valve means is elfected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, said plunger having means for interrupting said detaining means on the upward movement of said plunger;

11. In combination with a steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, valve means for controlling said auxiliary supply of steam, a resilient element, :1 plunger subject to upward steam chest pressure of said locomotive and continual downward resilient means, said plunger being adapted to increase the potential energy of said resilient element when said steam ch st pressure increases and adapted to release potential energy from said resilient element when said steam chest pressure decreases, interruptable detaining means connecting said valve means and said resilient element whereby the opening of said valve means is effected by the release of potential energy from said resilient element and whereby the closing of said valve means is effected by interrupting said detaining means, said plunger having means for interrupting said detaining means comprising a pawl pivoted to said plunger and adapted to engage a cam surface on said detaining means on the upward movement of said plunger.

,12. In combination with a steam reciproeating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the lo comotive, valve means for controlling said auxiliary supply of'steam, a resilient element, means actuated by variation of the locomotive steam chest pressure for increasing the potential energy of said resilient element, means actuated by variation of the 10- comotive steam chest pressure for releasing potential energy from said resilient element, an oscillatable member, interruptahlc detaining means connecting said member and said resilient element whereby said member is moved in one direction by the release of po tential energy from said resilient element and wherebysaid member is moved in the opposite direction by interrupting said detainingmeans, means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means, and means connecting said oscillatable member and said valve means whereby the opening of said valve means is effected by the movement of said member in one direction and whereby the closing of said valve means is effected by the movement of said member in the opposite direction.

13. In combinationwith a steam reciproeating locomotive, means for conveying an auxiliary supplyof steam from the boiler of the locomotiveto the main engines of the 10- comotive, valve means for controlling said auxiliary supply of steam, a resilient element, means actuatedl'iy variation of the locomotive steam chest pressure for increasing the potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, an oscillatable member under continual resilient means, latch means connecting said member and said resilient element whereby said member is moved in one direction by the release of potential energy from said resilient element and whereby said member is moved in the opposite direction by said continual resilient means when said latch means are interrupted, means actuated by variation of the locomotive steam chest pressure for interrupting said latch means, and means con- IOU meeting said oscillatable member and said valve means whereby the opening of said valve means is eli'ected by the movement of said member in one direction and whereby the closing of said valve means is effected by the movement oi said member in the opposite direction.

14. In combination with a. steam reciprocating locomotive, means for conveying an auxiliary supply of steam from the boiler of the locomotive to the main engines of the locomotive, primary valve means for controlling said auxiliary supply of steam, said valve means being adapted for airoperation, a resilient element, means actuated by variation of the locomotive steam chest pressure for increasing the potential energy of said resilient element, means actuated by variation of the locomotive steam chest pressure for releasing potential energy from said resilient element, an air supply to said primary valve means, a three way poppet valve for controlling said air supply, interruptable detaining means connecting said poppet u valve and said resilient element whereby the opening of the primary valve means is eii'ected by the release of potential energy from said resilient element, and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining riation of the locomotive steam chest pressure for releasing said spring, interruptable detaining means connecting said valve means and said spring whereby the opening of said valve means is eifected by the release of said spring and whereby the closing of said valve means is elfected by interrupting said de taming means, and means actuated by variation of the locomotive steam chest pressure for interrupting said detaining means.

lntestimony whereof I aflix my signature.

RAYMOND P. LOUGHLIN. 

